Governing system for diesel engines with arrangements to work with increased admission pressure (supercharging)



GOVERNING SYSTEM FOR DIESEL ENGINES WITH ARRANGEMENTS .TO

: June2s,1929. T 1.718.586

WORK WITH INCREASED ADMISSION PRESSURE (SUPERCHARGING) Filed Jan. '29,1926 M/t MZW MGM/ Patented June 25, 1929.

UNITED STATES PATENT OFFICE.

KURT SCHMIDT, OF COLOGNE-HOLWEIDE, GERMANY, ASSIGNOR TOMOTORENFABRIK'DEUTZ, AKTIENGESELLSCHAFT, OF COLQGNE-DEUTZ, GERMANY.

GOVERNING SYSTEM FOR DIESEL ENGINES WITH ARRANGEMENTS TO WORK WITHINCREASED ADMISSION PRESSURE (SUPERCHARGING).

Application filed January 29, 1926, Serial No. 84,638, and in GermanyDecember 10, 1925.

The present invention relates toa system of governing for Diesel-engineswhich are to run occasionally supercharged which means, that both thefuel charge and the airpressure at the beginning of compression areincreased above the values possible in ordinary working. This can beaccomplished either by admitting air 'ofincrea-sed or by introducing anadditional charge of air of higher pressure when suction vstroke orscavenging are completed and done in the ordinary way with air ofatmospheric pressure. Higher initial pressures of compression result ofcourse in increased final compression pressures.

If the timing of the beginning of fuel injection in relation to theposition of the engine crank remains as in ordinary working, the finalignition pressure caneasily become unduly high and the resulting strainsmay endanger the engine.

The invention provides for means to control the timing of the beginningof injection in such a way, that Whenever the engine is to Work withsupercharged suction air, injection is delayed. The increase from finalcompression pressure to maximum ignition pressure is thereby reduced andthe arrangement can be such, that when Working with supercharged air themaximum ignition pressure is not greater than in ordinary Wbrking.

The diagrams show two Ways to accomplish this end:

Fig. 1 is a diagrammatic view of one embodiment of the inventionforaccomplishing the desired result.

Fig. 2 is a diagrammatic representation similar to Fig. 1 and with theparts in a different position. I

Fig. 3 is a diagrammatic representation of another embodiment of theinvention with the parts in one position.

Fig. 4 is a diagrammatic representation similar to Fig. 3, but with theparts in another position, and

Fig. 5 shows the governor for operating the cam c in both embodiments ofthe invention. In Figs. 1 and 2 a is the fuel-oil pump, 1) the camshaftcarrying cam c, d the air-pump, which supercharges the air for theworking cylinder. The delivery of pump (2 can be regulated by a valve 03in the bye-pass e. To alter the time of injection according to the rateof super-charging a lever f is provided, which rests on a fixed supportat p. The free end of this lever limits the down stroke of the fuelpump-plunger: the other end can turn on the eccentric disc 5 3yoperating lever it the position of the. centre of 9 can be altered byhand so that the pumpplunger is lifted off the cam-disc, and the playbetween cam-disc and roller is increased which results in delaying thebeginning of the useful stroke of the fuel-pump. v r

. Lever k is connected to the bye-pass valve (1 of the superchargingpump by rod 17. In the position of Fig. 1 lever 7" does not interforewith the working of the fuel-pump at all and the system Works Withoutsupercharging, the working cylinder filling with air of atmosphericpressure. \Vhen the engine is ,the oblique fuel-cam 0 being displacedaxially bv the action of the governor 9.

Figs. 3 and 4 show a differentarrangement in connection with engines. inwhich the quantity of fuel is regulated by an overflowvalve, which maybe the same as the suction valve m. This overflow-valve can be opened bythe action of rod 12, which is linked to lever f; lever f is situated onan eccentric l, the position of which relative to its shaft is subjectto the action of the governor through lever k. Below lever f is aneccentric g, which is adjusted from the handlever h with the aid of arod 2' according to the position of the throttling valve in passage 6.In the posi-' tion shown in Fig. 3 the system Works Withoutsupercharging, the play between the fuel pump plunger and the cam discbeing a minimum. Fig. 4 shows the position of parts when runningsupercharged; the play be-' tween fuel pump and disc being increased. Inthis case too the injection is delayed when the rate of super-chargingincreases. Simultaneously with this delaying the effective lift of thefuel-pump is reduced, but as soon as the speed of the engine diminishesin consequence, the governor g adjusts from the eccentric Z the quantityof fuel in proportion to the load.

' I claim as my invention:

1. In an internal combustion engine, in combination, fuel injectionmeans; operating means therefor; cooperating means adjust-- able to varythe time of initiation of the fuel injection; air supercharging meansand means to render the same operative; and controlling means to actuatesaid last named means to render said air super-charging means operativeand to adjust said cooperating means to retard the time of initiation ofthe fuel injection.

2. .In an internal combustion engine, in combination, fuel injectionmeans; operating means therefor; cooperating means adjustable to varythe time of initiation of the fuel injection; air super-charging meansand means to render the same operative; controlling means to actuatesaid last named means to render said supercharging means operative andto adjust said cool-ierating means to retard the time of initiation ofthe fuel injection; and governing means for said fuel injectionoperating means to maintain automatically the amount of fuel injectionin accordance with the engine load.

3. In an internal combustion engine, in combination, fuel injectionmeans; operating means therefor; means to supply air of higher thanatmospheric pressure to the engine; controlling means; and meansactuated by said controlling means to retard the time of initiating ofthe fuel injection and to increase the amount of air of higher thanatmospheric pressure supplied to the engine.

4. In an internal combustion engine, in combination, fuel injectionmeans; operating means therefor means to supply air of higher thanatmospheric pressure to the engine; manually operable controlling means;and means actuated by said manually operable controlling means to retardthe time of initia- 5 tion of the fuel injection and to increase theamount of air of higher than atmospheric pressure supplied to theengine.

manually operable controlling means; and

means actuated by said manually operable controlling means to var thetime of initiation of the fuel injection'and the amount of .air ofhigher than atmospheric pressure supplied to the engine.

6. In an internal combustion engine, in combination, fuel injectionmeans; operating means therefor means to supply air of higher thanatmospheric pressure to the engine; controlling means, and meansactuated by said controlling means to retard the time of initiation ofthe fuel injection and to render operative said means to supply air ofhigher than atmospheric pressure to the engine.

7. In an internal combustion engine, in combination, fuel injectionmeans; operating means therefor; means to supply airof higher thanatmospheric pressure to the engine; manually operable controlling means,and means actuated by said manually operable controlling means to retardthe time of initiation of the fuel injection and to render operativesaid means to supply air of higher than atmospheric pressure to theengine.

8. In an internal combustion engine, in combination, fuel injectionmeans; operating means therefor controllable to vary the amount of fuelinjected; means auton'iatically to control said fuel injection means soas always to inject the amount of fuel in accordance with the load onthe engine; means to supply air of higher than atmospheric pressure tothe engine; a manually operable controlling member; and means actuatedby said controlling member to retard the time of initiation of the fuelinjection and to render operative said means to supply air of higherthan atmospheric pressure to the engine.

In testimony whereof I have signed my name to this specification.

KURT SCHMIDT.

